Broken wheel detection on railroad trains

ABSTRACT

A sensor device includes an audio sensor and a wireless communication module. The audio sensor is configured to be mounted on a railroad vehicle. The audio sensor is configured to (i) monitor sounds emanating from one or more wheels of the railroad vehicle as the railroad vehicle moves along a track and (ii) generate sound data associated with the monitored sounds emanating from the one or more wheels. The wireless communication module is configured to transmit a broken wheel signal responsive to a determination that a portion of the generated sound data is indicative that a first one of the one or more wheels is damaged or broken.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of and priority to U.S. ProvisionalApplication No. 62/829,148, filed on Apr. 4, 2019, which is herebyincorporated by reference herein in its entirety.

TECHNICAL FIELD

The present disclosure is directed to a sensor device, primarily to bemounted on a railroad vehicle, to monitor critical parameters of bogiecomponents, such as the sensing of sounds and/or vibration of the wheelsof a railroad train comprising many railroad cars. The sensor device candetect abnormal sounds and/or vibrations attributable to a wheel anomaly(e.g., a defect or damage in the wheels of the train) well before acataclysmic derailment. A system for monitoring the wheels of a railroadtrain including the sensor device and a method of alerting a leadlocomotive of the railroad train utilizing an alert generated by thesystem are also disclosed.

BACKGROUND

A railroad car or railcar (American and Canadian English), railroadwagon or railroad carriage (British English and UIC also called a traincar or train wagon) are all railroad vehicles used for the carrying ofpassengers or cargo on a rail transport system, each of which isgenerically referred to herein as a railroad vehicle. Railroad vehiclesare mounted on a plurality of wheels carried on an undercarriage of arailroad car, which is known as a bogie. The bogie may comprise four tosix individual wheels pivoted beneath each end of a railroad car. Thus,eight to twelve individual wheels support each railroad car. A wheelanomaly (e.g., defect and/or damage) in any one of these wheels may leadto cataclysmic failure of the wheel if not detected at an early stageand acted upon appropriately, resulting in possible derailment of thetrain.

Detection may include an individual's visual and audio inspection. Whena train is stopped at a yard, an inspector will visually inspect wheels.When a train is traveling, ad-hoc visual and audio inspections areperformed by inspectors from one side of the train. These inspectionsare subject to error and limited monitoring coverage.

It is also possible to place wayside devices along a portion of thetrack used by the railroad train. However, such wayside devices requirepersonnel to go out to the field to service and monitor the waysidedevices along the track, and would require a system for communicating adetected wheel anomaly from the wayside device to a central point andthen relay that anomaly to the lead locomotive of the train involved.Even then, it might not pinpoint the wheel anomaly which would thenrequire individual inspection of the train's wheels. Furthermore, if awheel was undamaged when it passed the sensor, but developed a wheelanomaly thereafter during the journey of the train, the wheel anomalymight escape detection.

Thus, there is a need for being able to detect wheel anomalies occurringduring the movement of the train along the railroad tracks.

SUMMARY

According to some implementations of the present disclosure, a sensordevice is provided for mounting on a railroad vehicle. The sensor deviceis able to continuously monitor critical parameters, including acousticsounds and vibrations generated by the wheels of a bogie. The sensordevice can be called a “bogie-sensor” in that it is primarily used todetect abnormal sounds and/or vibrations emanating from one or morewheels of the bogie.

According to some implementations of the present disclosure, the sensordevice is self-contained, includes a power source, a transmitter,accelerometers and contains a processor (CPU) which conducts signalprocessing by comparing the critical parameters against definedstandards and thus filters normal bogie sounds, such as the wheelspassing over rail gaps at joints in the tracks or at switches, fromabnormal sounds or vibrations, which may indicate a damaged wheel. TheCPU can also generate an alert signal that is sent to another location(e.g., to the lead locomotive) when a damaged wheel is detected usingthe sensor of the present disclosure.

According to some implementations of the present disclosure, the sensordevice includes at least a part of a wireless network to enablecommunication between the sensor device and at least one other sensordevice coupled to the train to pinpoint the wheel with the anomaly, evenif such wheel is on a railroad vehicle different from the railroadvehicle carrying the sensor device and/or the at least one other sensordevice. The wireless network can enable an alert to be transmitted tothe lead locomotive of the train (or any other car, locomotive, ordevice of the train) responsive to a wheel anomaly being detected. Lowpowered radios, such as Zigbee, can be used to create a linear networkof sensor devices that span the entire length of the train.

According to some implementations of the present disclosure, the sensordevice of the present disclosure includes a timing device to implement atiming synchronization along a linear network to communicate a periodicimpact event, timing among multiple devices (e.g., multiple sensordevices of the present disclosure) using a time difference of arrival(“TDOA”) algorithm to estimate and/or determine a location of theperiodic impact within and/or along a train having the sensor devicescoupled thereto.

According to some implementations of the present disclosure, a statusreporting unit is provided as part of a system to report the status ofthe individual sensor devices as well as to report the location of theperiodic impact corresponding to a wheel anomaly (e.g., a broken ordamaged wheel) to the operator of the train.

According to some implementations of the present disclosure, a sensordevice includes a housing, an audio sensor, a CPU, and a transmitter.The housing is configured to be mounted on a first railroad vehicle. Theaudio sensor is coupled to the housing and configured to (i) monitorsounds emanating from one or more wheels of the first railroad vehicleas the first railroad vehicle moves along a track and (ii) generatesound data associated therewith. The CPU is configured to compare thegenerated sound data with known wheel sounds to determine if a wheelanomaly sound is present within the generated sound data. Thetransmitter is configured to transmit a wheel anomaly signal responsiveto a determination by the CPU that a portion of the generated sound datais indicative that a first one of the one or more wheels has a wheelanomaly (e.g., is broken and/or damaged).

According to some implementations of the present disclosure, a systemfor monitoring wheels of a train as the train moves along a trackincludes a first sensor device and a second sensor device. The firstsensor device is mounted on a first railroad vehicle of the train. Thefirst sensor device includes a first audio device and a firsttransmitter. The first audio sensor is configured to (i) monitor soundsemanating from a first portion of a plurality of wheels of the train asthe train moves along the track and (ii) generate a first set of sounddata associated with the monitored sounds emanating from the firstportion of the plurality of wheels. The first transmitter is configuredto transmit a first broken wheel signal responsive to a determinationthat a portion of the first set of sound data is indicative that a firstone of the first portion of the plurality of wheels is broken. Thesecond sensor device is mounted on a second railroad vehicle of thetrain. The second device includes a second audio sensor and a secondtransmitter. The second audio sensor is configured to (i) monitor soundsemanating from a second portion of the plurality of wheels of the trainas the train moves along the track and (ii) generate a second set ofsound data associated with the monitored sounds emanating from thesecond portion of the plurality of wheels. The second transmitter isconfigured to transmit a second broken wheel signal responsive to adetermination that a portion of the second set of sound data isindicative that a first one of the second portion of the plurality ofwheels is broken.

According to some implementations of the present disclosure, a method ofalerting a lead locomotive of a wheel anomaly includes mounting at leasttwo sensor devices on different railroad vehicles of the train. Each ofthe at least two sensor devices includes an audio sensor and a wirelesscommunications module. The audio sensor is configured to (i) monitorsounds emanating from one or more wheels of the train as the train movesalong a track and (ii) generate sound data associated therewith. Thewireless communication module is configured to wireless couple the atleast two sensor devices together. The generated sound data is analyzed.A portion of the generated sound data determined to be indicative of awheel anomaly existing in a first one of the one or more wheels of thetrain. A wheel anomaly signal is transmitted.

According to some implementations of the present disclosure, a sensordevice includes an audio sensor and a wireless communication module. Theaudio sensor is configured to be mounted on a railroad vehicle. Theaudio sensor is configured to (i) monitor sounds emanating from one ormore wheels of the railroad vehicle as the railroad vehicle moves alonga track and (ii) generate sound data associated with the monitoredsounds emanating from the one or more wheels. The wireless communicationmodule is configured to transmit a wheel anomaly signal responsive to adetermination that a portion of the generated sound data is indicativethat a first one of the one or more wheels includes a wheel anomaly.

These and other implementations will be further discussed in connectionwith the appended drawings and the following detailed description of theembodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a railroad wheel, according to someimplementations of the present disclosure;

FIG. 2 is a cross-sectional view of the railroad wheel of FIG. 1 ,according to some implementations of the present disclosure;

FIG. 3 is a perspective view of the railroad wheel of FIG. 1 with acrack in a tread of the railroad wheel, according to someimplementations of the present disclosure;

FIG. 4 is a perspective view of the railroad wheel of FIG. 1 with amissing chunk in the tread of the railroad wheel, according to someimplementations of the present disclosure;

FIG. 5 is a perspective view of a portion of an undercarriage of arailroad vehicle including the railroad wheel of FIG. 1 with acatastrophic failure including a broken wheel, according to someimplementations of the present disclosure;

FIG. 6 schematic illustration of a railroad train having multiplerailroad cars, a lead locomotive, a caboose, and a plurality of sensordevices, according to some implementations of the present disclosure;

FIG. 7 is a schematic illustration of one of the plurality of the sensordevices of FIG. 6 according to some implementations of the presentdisclosure;

FIG. 8 is a block diagram illustrating components of the sensor deviceof FIGS. 6 and 7 , according to some implementations of the presentdisclosure; and

FIG. 9 is a schematic illustration of a system including the pluralityof sensor devices of FIG. 6 , a network, a processing system, and adatabase, according to some implementations of the present disclosure.

DETAILED DESCRIPTION OF THE EMBODIMENTS

FIG. 1 illustrates a typical newly manufactured railroad wheel 10. FIG.2 is a cross-sectional view of the railroad wheel 10. As shown, thewheel 10 includes a tread 12, a flange 14, a wheel plate 16, and a hub18. The wheel plate 16 connects the flange 14 and tread 12 to the hub18.

During use of the wheel 10 on, for example, an undercarriage (see FIG. 5) of a railroad vehicle, the wheel 10 and others like it, may develop aplurality of different defects over time due to, for example, normalwear and tear. For example, a crack 20 (FIG. 3 ) in the tread 12 candevelop. For another example, a flat can develop in the tread 12 when,for example, the wheel 10 is locked by the brakes and skids along arail. Other defects can include a missing chunk 22 (FIG. 4 ) in thetread 12 of the wheel 10, which may develop as a consequence of the flat(not shown).

Unless defects (e.g., flats, cracks, missing chunks, etc.) are promptlydiscovered, these defects and others like them may result in the wheel10 suffering a catastrophic failure 23 such as the one shown in FIG. 5 ,which may displace the under carriage 24 of railroad car from its normaloperating position and potentially lead to derailment of the train fromtrack 26.

Turning now to a sensor device of the present disclosure, the system inwhich the sensor device(s) is incorporated and its method of operation,all of which are depicted in FIG. 6 , it can be seen that a leadlocomotive 30 provides the motive force for a train 31. A plurality ofindividual railroad cars 32, 33, 34, 35, 42, 43, 44, 50, 51 and 52 arepulled by lead locomotive 30. The breaks between cars 35 and 42 as wellas between cars 44 and 50 are indicative of additional railroad cars(not shown) which may be part of the train 31. The car 52 is the lastrailroad vehicle/car of the train 31, and can be the same as, or similarto, cars 32-51, a caboose, a car cab, or a locomotive that is the sameas, or similar to, the lead locomotive 30.

As shown, each of the cars 32, 35, 44, 51, and 52 are placed respectivesensor devices 60. Each of the sensor devices 60 is substantiallyidentical and will be described in detail in connection with FIGS. 7 and8 . Alternatively, the sensor devices 60 can vary along the train 31.The sensor devices 60 on the cars of the train 31 are in communicationwith each other and in some implementations form a mesh network 70(FIGS. 6 and 9 ). Each sensor device 60 is uniquely identified in itsposition on a specific railroad vehicle forming part of train 31. Forexample, in FIG. 6 , sensor device 60 on car 32 can be identified by itslocation within train 31 in various manners. Its signal generated tolead locomotive 30 could include its GPS position by reason of one ormore accelerometers 81 (FIG. 8 ) included in the sensor device 60.Alternatively, the unique position could be recorded together with a carnumber stenciled or burned into the railroad vehicle/car 32.

As shown schematically in FIG. 7 , sensor device 60 includes a housing61 to protect the internal components of the sensor device 60. Each ofthe sensor devices 60 of the present disclosure includes a sound sensor63 (FIG. 8 ) for monitoring the of sounds and/or vibrations emanatingfrom the wheels of train 31 (FIG. 6 ) and/or other portions orcomponents of the train 31 (e.g., an axle, a bearing, a suspensioncomponent, a truck side frame, a truck bolster, a bogie side frame, abogie bolster, etc. of the cars 32, 35, 44, 51, and/or 52). The soundsensor 63 can detect sounds that are audible to a human ear and/orsounds that are not audible to a human ear. In some implementations, thesound sensor 63 includes an accelerometer that is able to detect soundsthat are not audible to the human ear (e.g., sub Hz level starting onthe low end from about 0.1 Hz to the high end of about 50 kHz). Soundsthat are not audible to the human ear are referred to herein asvibrations, which, in some cases can be felt by humans. In someimplementations, the sound sensor 63 includes a first sound sensor thatis able to detect a first range of frequencies and a second sound sensorthat is able to detect a second range of frequencies. The first andsecond ranges of frequencies can overlap or be completely separate anddistinct and not overlap. In some implementations, the first range offrequencies is audible to the human ear (e.g., approximately 20 Hz to 20kHz) and the second range of frequencies is not audible to the human ear(e.g., approximately 0.1 Hz to 20 Hz and/or approximately 20 kHz to 50kHz).

As shown in FIG. 8 , each of the sensor devices of the presentdisclosure may also include one or more of the following elements: a CPU85, a transmitter and receiver 83, one or more accelerometers 81, awireless communication device 90, such as, for example, a low-powerradio (e.g., a Zigbee radio or any other wireless communication protocolthat permits the sensor devices 60 to communicate along the train 31), apower supply 82, a time difference of arrival (TDOA) algorithm 88, analert generator 87, a clock 84, one or more controllers 89, a database,86 or any combination thereof. That is, FIG. 8 is a block diagram of thecomponents which can form part of sensor device 60.

One or more of the components of the sensor device 60 shown in FIG. 8may be combined or separated from the sensor device 60, so long as thefunctions of the components are preserved within an overall system, suchas, for example, the system 98 shown in FIG. 9 . That is, in someimplementations, one or more of the functions performed by thecomponents shown in FIG. 8 , can be performed by components outside ofthe sensor device 60.

In some implementations, a plurality of the sensor devices 60 can meshtogether (e.g., using their wireless communication devices includedtherein) to form a group of sensor devices where each sensor devicebecomes an outpost, able to communicate with one or more other sensordevices in the group at various distances (e.g., from about ten to aboutone hundred meters). The wireless communications devices are able tocope with many sensor devices on the network, such that having five,ten, twenty, fifty, or even one hundred or more sensors devices 60.

Each sensor device 60 may be self-powered as the power supply 82 (e.g.,one or more batteries, wind, solar, or by a generator attached to thewheels 10, or any combination thereof). Preferably, the power supply 82is and/or includes a rechargeable battery, and can be recharged by anyof wind, solar, or the generator.

The controller(s) 89 can be used to control the power supply 82, such asby connecting a battery to the sound sensor 63, especially when thesound sensor 63 is operated intermittently. Controller(s) 89 can also beused to regulate the output signal from the CPU 85 to cause alertgenerator 87 to be activated.

Referring to FIG. 7 , mounting the sensor device 60 upon the railroadcars, e.g. railroad car 32, may be by magnetic mounts 62, a slideablecoupler or into a female socket is contemplated by this disclosure.

As shown in FIGS. 6 and 9 , a plurality of the sensor devices 60 can beconnected to form a mesh network 70. In such implementations, eachsensor device 60 transmits monitored sounds and/or vibrations to otherones of the plurality of sensor devices 60 and/or a dedicated one of thesensor devices 60 (e.g., the sensor device 60 that is closest to thelead locomotive 30 and/or a device located within the lead locomotive30). The sensor devices 60 may also transmit their location on train 31,as well as transmit their location with regard to the earth, whilemoving with the train 31. The network 70 can include, or be connected toa database 72 (FIG. 9 ) used to store data associated with the detectedsounds and/or vibrations, as well as known characteristic sounds andvibrations, such as sounds associated with railroad wheels traversinggaps between ends of adjoining rails, sounds associated with railroadwheels traversing railroad switches, sounds associated with railroadwheels traversing any other railroad condition.

In some implementations, the CPU 85 (FIG. 8 ) of one or more of thesensor devices 60 compares sensed sounds to the known characteristicsounds stored in the database 86 and acts as a filter to isolate thesounds and vibrations associated with a wheel defect from other wheelsounds. Alternatively or additionally, the processing system 74 (FIG. 9) compares sensed sounds to the known characteristic sounds stored inthe database 72 (and/or database 86) and acts as a filter to isolate thesounds and vibrations associated with a wheel defect from other wheelsounds. In some such alternative implementations, the processing system74 receives filtered signals indication of a wheel defect from the CPU85 of one of the sensor devices 60 and detects and categorizes a wheeldefect. The processing system 74 may include a communication link(wireless or wired) to transmit an alert to lead locomotive 30 (FIG. 6). Depending on the type of alert, such as imminent catastrophic failureof a wheel, detection of a damaged, but not imminent catastrophicfailure of the wheel, the alert can initiate immediate or later action(e.g., stopping of the train 31, initiating a call to emergencypersonal, sending a message or alert to an operator of the train, or anycombination thereof). The processing system 74 can also record and storeother types of data, such as information indicative of a defect in thetrack (e.g., not a wheel problem), that can be stored for later action.Such later action might include a referral to a track maintenancesystem.

The nature of the wheel defect, from a minor crack 20 in the tread 12,to a missing chunk 22 can initiate different signals to the leadlocomotive 30 indicating the severity of the wheel defect. If the wheeldefect is in a bogie set not on any particular railroad car upon whichthe sensor device 60 is mounted, but is on railroad cars situatedbetween railroad cars on which sensor devices 60 are mounted, theprocessing system 74 can also estimate and/or determine the location ofthe wheel and/or railroad car that includes the wheel from which thesounds/vibrations are emanating that are indicative of a defect.

While sounds are vibrations within the audible human range of hearing,normally within 20 to 20,000 Hertz (cycles per second), vibrations existbelow and above the range of human hearing. However, for brevity in thisspecification and the appended claims, the term “sound and vibrations”include vibrations within and outside the normal range of human hearing,i.e. include sounds which are not in the audible range of humans.

By use of the location sensor signals emanating from each sensor device60, and by use of an algorithm based upon time difference of arrival,the location of the wheel defect can be determined as further describedbelow.

Initiation of the various power, network, and wireless communications ofsensor devices 60 can commence upon mounting of the sensor device 60 onthe railroad car (e.g., railroad cars 32, 35, 44, 51, and 60). It shouldbe understood that the sensor devices 60 do not have to be mounted uponevery railroad vehicle of the train 31. For example, mounting the sensordevices 60 about every five, ten, twenty, thirty, forty, etc. railroadcars can be sufficient to form the mesh network 70, such that the meshnetwork 70 extends and/or covers the entire length of the train 31 (FIG.6 ). Each of the sensor devices 60 can be associated with the railroadcar on which it is mounted and its position in the network 70 specificto the train 31 determined by the accelerometers in each of the sensordevices 60. In such an event, sounds emanating from other trains thatpass train 31 will not be confused with the sounds emanating from thewheels 10 of train 31. If additional sensor devices are needed (e.g., toestablish a contiguous mesh network, strengthen the mesh network,elongate the mesh network to include newly added cars to the train 31,etc. or any combination thereof), one or more sensor devices 60 can beeasily added to the railroad vehicles as required.

Independent non-transient memory can be provided within database 72(FIG. 9 ), or in a separate memory module to record sensedsound/vibration data, location, time and other data captured by theprocessing system 74.

When abnormal sounds are heard or vibrations felt by one or more of thesensor devices 60 that are indicative of an anomaly (e.g., a brokenwheel 10), an alert can be transmitted from CPU 85 to lead locomotive30. The anomaly can be, for example, a broken wheel, a damaged wheel, achipped wheel, a cracked wheel, a derailed wheel, a broken or damagedaxle, a broken or damaged bearing, a broken or damaged suspensioncomponent, a broken or damaged truck component, a broken or damagedbogie component, or any combination thereof. If the sensed abnormalsound/vibration is not on the railroad vehicle on which the sensordevice 60 is located, the plurality of sensor devices 60 may be used totriangulate a location of the anomaly (e.g., a broken or damaged wheel).For example, if the sensor devices 60 on railroad vehicles 32 and 35(see FIG. 6 ) each sense the critical parameters indicating a wheelanomaly (e.g., a broken or damaged wheel), such as the sounds orvibrations of a flat in the tread, or a chunk missing from the wheel, atiming device within each of the sensor device 60 in railroad vehicles32, 35 will transmit the time the sound is sensed by each of the sensordevices 60. The sensed sound and time data is transmitted via the meshnetwork 70 to database 72 and/or separate memory storage. The senseddifference of arrival time of the sensed sound parameter as recorded andstored will then be analyzed by processing system 74 and/or one of theCPUs 85 within one or more of the sensor devices 60 (e.g., the sensordevices coupled to railroad cars 32, 35 and/or other ones of the sensordevices 60 within the system 98). Utilizing the sensed parameters ofoverlapping sensor devices 60 and a time difference of arrival (“TDOA”)algorithm, the processing system 74 (and/or the CPU(s) 85) can determinethe location of the wheel with the wheel anomaly (e.g., a broken ordamaged wheel) on the train 31.

Once an anomaly (e.g., a broken or damaged wheel) has been determined bythe processing system 74 and/or the CPU(s) 85, an alert is transmitted(e.g., to the lead locomotive 30, to a location away from the train 31,etc.). The alert may be visually and/or audibly displayed to the trainoperator for evaluation. Also within the lead locomotive 30 and part ofthe network 70 will be a status board in which each of sensor devices'60 status can be monitored by the train operator. A simple green lightmay indicate the sensor device 60 is functioning properly and a simplered light will advise the train operator that the sensor device 60 isnot working properly. The status board can be located in the train 31and/or at a remote location(s).

In some implementations, the sensor devices 60 can be easily replacedwithout tools by train personnel. For example, in some implementations,an operator can just physically pull the sensor device 60 off therailroad vehicle such that a magnetic force holding the sensor device 60thereon is overcome and place a new sensor device 60 in its place thatis held by one or more magnets. For another example, in someimplementations, an operator can just physically pull the sensor device60 off the vehicle such that a sticking force (e.g., a sticker,two-sided tape, etc.) holding the sensor device 60 thereon is overcomeand place a new sensor device 60 in its place that is held by a stickingforce. In other implementations, an operator can pull the sensor device60 from a socket and replace it by inserting a different sensor device60 into the socket. If additional sensor devices 60 are needed, they canbe added during operation of the train 31.

Each of the sensor devices 60 is able to measure or communicate trainspeed as measured through GPS and/or other sensors included therein(e.g., accelerometers(s) 81). The sensor devices 60 are able tosynchronize their sensed speeds across the mesh network 70 to confirmthat each of the sensor devices 60 is on the same train 31.

The sensor devices 60 are able to continuously monitor for abnormalsounds or vibrations while the train 31 is moving. Alternatively, thesensor devices 60 can be operated intermittently (e.g., every onesecond, every two seconds, every five seconds, every thirty seconds,every one minute, every five minutes, every twenty minutes, etc.) to,for example, conserve power.

In addition to monitoring for parameters indicative of an anomaly (e.g.,a broken or damaged wheel), the continuous monitoring by sensor devices60 may also provide feedback about potential track conditions when highimpacts, high vibrations or rocking or rolling of the railroad cars areobserved at the same track location as the train 31 passes over thetrack.

In some implementations, the mesh network 70 includes location sensors(e.g., accelerometers forming part of a Global Positioning System (GPS))such that the system 98 is able to track train movement in real time. Insuch implementations, the system 98 is able to isolate the exactlocation of an anomaly (e.g., a broken or damaged wheel) or a suspiciouscondition of the track by triangulating the sensed sound/vibration(recorded by the sensor devices 60) on either side of the railroadvehicle having the anomaly. The triangulation includes the use of aclock to record the time of the sensed sound/vibration for each of thesensor devices 60 and a time difference of arrival (TDOA) algorithm.

For example, when the sensor device 60 on the railroad vehicle 32receives a sound input indicative of an anomaly (e.g., a broken ordamaged wheel) on a railroad vehicle other than railroad vehicle 32 andsensor device 60 on railroad vehicle 35 also receives the same orsubstantially the same sound input indicative of an anomaly (e.g., abroken or damaged wheel) on a railroad vehicle other that railroadvehicle 35, the time and location in which such sound is sensed by thesetwo sensor devices 60 is time stamped by the clock 84 associated witheach sensor device 60 and location stamped by its accelerometers. Thesignals indicative of the sound, location, and time are subsequentlyprocessed by the processing system 74 and/or one or more of the CPUs 85utilizing the TDOA algorithm to determine the location of the anomaly(e.g., the wheel with the wheel anomaly) between railroad vehicles 32and 35. The system 898 is able to monitor and track the location of thedefect in real time. Such information could be coordinated with averification or track maintenance system. For instance, an unmannedaerial vehicle (“UAV”), equipped with positioning, navigation and timing(“PNT”) radios could be deployed and use information relayed by thesystem 98 to track its position relative to the moving train and tocapture images of a suspected defect/damage and transmit the suspecteddefect/damage to the operator of the train, and others.

As discussed herein, the housing 61 of the sensor device 60 includes thesound sensor 63 therein, also known as a sound/vibration sensor.Further, the housing 61 may also include therein the power supply 82,the radio transmitter and receiver 83, the accelerometer(s) 81, theclock 84, the wireless communication device 90, the controller(s) 89,the CPU 85, the database 86, the TDOA algorithm 88 to determine timedifference of arrival of signals from two or more sensor devices 60, thealert generator 87, or any combination thereof. The housing 61 can be orinclude an encapsulate (e.g., epoxy resin) such that the elements in thehousing 61 are encapsulated. The encapsulate can be water resistant orwaterproof, dust resistant or dust proof, etc. One or more magnets canbe provided in and/or coupled to the encapsulant such that the sensordevice 60 can be held tight to a ferrous base. In some implementations,a magnetic base 62 (FIG. 6 ) may be provided to hold housing 61 to therailroad car. The magnetic base may also contain a ferrous metalencapsulated therein which is held fast and attracted by magnetic forceto the base.

Alternatively, some, or all of the functions of sensor device 60, otherthan the sound sensor 63, can be redundantly and/or independentlyperformed by one or more components of the system 98 illustrated in FIG.9 . FIG. 9 depicts a computer implemented system 98, wherein individualsensor devices 60 together form a group of sensor devices 71, whichcommunicate sensed sounds/vibrations and together form at least aportion of a mesh network 70. The group of sensor devices 71 sensesounds and generate sound signals indicative of each of the individuallysensed sounds that are transmitted via the network 70 to a database 72and/or to a processing system 74. If a train is equipped with multipleones of the sensor devices 60, such as train 31 (FIG. 6 ), each sensordevice 60 may also be provided with a clock 84 and radiotransmitter/receiver 85 to record the time in which the sound/vibrationis sensed and transmit the sound and time information to other devicesfor signal processing, such as the processing system 74 (FIG. 9 ). Thesounds/vibrations and time can be transmitted wirelessly through thenetwork 70, which includes a database 72 of known sounds/vibrations,such as gaps in rail ends, railroad switches, etc., which can assist asa filter to eliminate signals representative of the sensed sounds asknown or common sounds/vibrations from the sensed sounds/vibrationsemanating from the plurality of sensor devices 60.

A computer, such as CPU 85 (FIG. 8 ) can be provided within in thesensor devices 60, or alternatively can be provided as part ofprocessing system 74 (FIG. 9 ). The database 72 is connected toprocessing system 74. Processing system 74 may include a CPU, a timedifference of arrival algorithm, a radio, and an alert generator fromwhich one or more types of alerts can be generated, depending on theseverity of the signals emanating from the sensor devices 60. Forexample, a minor crack 20 in tread 12 would indicate one type of alertrequiring monitoring and perhaps a visual inspection of the affectedwheel at the next scheduled stop or service point, whereas a missingchunk 22 might require an alert indicative of imminent catastrophicfailure of a wheel requiring immediate preventative measures to preventderailment of the train 31.

Alternatively, if the database 72 and CPU 85 filter out knownsounds/vibrations of track defects, but the sensed sounds/vibrations areall indicative of a defect in the same location on the track, it may beattributable to a defect in the track and not to a defect in a wheel.The database 72 or processing system 74 can record the location of thesensed defect as indicative of a track defect on a non-transitorycomputer-readable recording medium, and transmit or coordinate thelocation of the sensed abnormal sounds/vibrations to a track maintenancesystem. Some of the elements described in FIG. 9 could be located withinlead locomotive 30, which would act as the master controller of all thesensor devices 60 forming part of the mesh network 70. The sensordevices 60 could then be simplified to contain only the sound sensor 63,the clock 84, the accelerometers 81, and the wireless communicationsdevice 90. A power supply 82 could be included within the housing 61, orthe power supply 82 could be supplied when the sensor device 60 ismounted upon the railroad vehicle. All other functions would beconducted by the computer implemented system 98, which could beconveniently be located within lead locomotive 30 and/or dispersedthroughout the train 31.

According to some implementations, a system for monitoring wheels of atrain identifies a wheel anomaly in a wheel of the train and thencategorizes the wheel anomaly as being one of a number of differenttypes of wheel anomalies (e.g., two types of anomalies, three types ofanomalies, five types of anomalies, etc.). For example, in someimplementations, the system determines if the wheel anomaly is a routinewheel anomaly (e.g., a simple wheel flat or a pitted wheel) or asevere/catastrophic wheel anomaly (e.g., a problematic defect that islikely to cause a train derailment in the near future). Severe wheelanomalies can include, for example, a broken wheel, a damaged wheel, achipped wheel, a cracked wheel, a derailed wheel, or any combinationthereof. In some implementations, regardless of the type of wheelanomaly, the system transmits an alert. Alternatively, in someimplementations, the system only transits an alert (e.g., to the when aparticular type or types of wheel anomalies are detected (e.g., severewheel anomalies). For example, in such implementations, the system onlytransmits an alert responsive to detecting broken wheel, a damagedwheel, a chipped wheel, a cracked wheel, a derailed wheel, or anycombination thereof, but not responsive to detecting a wheel flat or apitted wheel.

A number of methods can be used to categorize the wheel anomalies. Forexample, in some implementations, the system identifies a signature(e.g., an audio signature) for each detected wheel anomaly and uses theidentified signatures to categorize the wheel anomalies into differentgroups (e.g., simple flats and severe anomalies). In some suchimplementations, the system uses a machine learning algorithm tocategorize the wheel anomalies. The machine learning algorithm istrained over time to learn to differentiate the different wheelanomalies.

For another example, the system differentiates between a routine wheelanomaly (e.g., a simple flat) and a non-routine wheel anomaly bymonitoring for hard braking events and/or skidding events where thewheels of the train skid along the rails. In such situations, theskidding can lead to simple flats on one or more of the wheels. Suchflats, while considered wheel anomalies that will need attention at somepoint, do not typically require immediate attention (e.g., stopping thetrain immediately). Thus, by monitoring for such hard braking events(e.g., using one or more accelerometers) that can cause skidding andcorrelating the timing of such braking events to theoccurrence/detection of a wheel anomaly, the system is able tocategorize the wheel anomaly (e.g., simple flat) as likely being causedto the recent braking event and is thus, a routine wheel anomaly thatcan be addressed at a later point in time.

In some implementations, when a severe/catastrophic wheel anomaly isdetected, a wheel anomaly signal is transmitted by the system to, forexample, a lead locomotive such that the operator(s) is made aware ofthe wheel anomaly immediately. The operator can then manually addressthe wheel anomaly by, for example, stopping the train, removing the carwith the defected wheel, fixing the defected wheel, replacing thedefected wheel, slowing the train until the defected wheel can be fixedand/or replaced, etc. or any combination thereof.

In some implementations, responsive to a wheel anomaly being detectedthat is categorized as a severe wheel anomaly, one or more actions canbe taken automatically by the system. For example, in suchimplementations, the system can cause the train to automatically stop,to automatically slow down, or automatically be limited to a reducedrange of speed, etc. or any combination thereof.

It will be evident that those skilled in the art to whom this disclosureis directed, that they will readily envisions modifications,substitutions and equivalents, without the exercise of invention.

We claim:
 1. A sensor device comprising: a housing configured to bemounted on a first railroad vehicle; an audio sensor coupled to thehousing and being configured to (i) monitor sounds emanating from one ormore wheels of the first railroad vehicle as the first railroad vehiclemoves along a track and (ii) generate sound data associated therewith; aCPU configured to: generate, based on audio signatures included in thesound data, filtered sound data, wherein portions of the sound datahaving audio signatures associated with track sounds are removed fromthe filtered sound data; compare the filtered sound data with knownwheel sounds to determine if a wheel anomaly sound is present within thegenerated sound data; and a transmitter configured to transmit a wheelanomaly signal responsive to a determination by the CPU that a portionof the generated sound data is indicative that a first one of the one ormore wheels has a wheel anomaly.
 2. The sensor device of claim 1,further comprising a controller within the housing, the controller beingoperatively coupled to the audio sensor and the transmitter.
 3. Thesensor device of claim 2, further comprising one or more accelerometerswithin the housing, the one or more accelerometers being operativelycoupled to the controller.
 4. The sensor device of claim 1, furthercomprising a receiver configured to receive signals from a second sensordevice that is mounted to a second railroad vehicle.
 5. The sensordevice of claim 4, wherein the second railroad vehicle is coupled to thefirst railroad vehicle such that second railroad vehicle and the firstrailroad vehicle are part of a single train.
 6. The sensor device ofclaim 4, wherein the second railroad vehicle and the first railroadvehicle are coupled together with one or more additional railroadvehicles positioned between the first railroad vehicle and the secondrailroad vehicle.
 7. A system for monitoring wheels of a train as thetrain moves along a track, the system comprising: a first sensor devicemounted on a first railroad vehicle of the train, the first sensordevice including: a first audio sensor configured to (i) monitor soundsemanating from a first portion of a plurality of wheels of the train asthe train moves along the track and (ii) generate a first set of sounddata associated with the monitored sounds emanating from the firstportion of the plurality of wheels; a CPU configured to generate basedon audio signatures included in the first set of sound data, filteredsound data, wherein portions of the first set of sound data having audiosignatures associated with track sounds are removed from the filteredsound data and determine, based on the filtered sound data, if a wheelanomaly sound is present within the first set of sound data; a firsttransmitter configured to transmit a first broken wheel signalresponsive to a determination that a portion of the first set of sounddata is indicative that a first one of the first portion of theplurality of wheels is broken; and a second sensor device mounted on asecond railroad vehicle of the train, the second device including: asecond audio sensor configured to (i) monitor sounds emanating from asecond portion of the plurality of wheels of the train as the trainmoves along the track and (ii) generate a second set of sound dataassociated with the monitored sounds emanating from the second portionof the plurality of wheels; and a second transmitter configured totransmit a second broken wheel signal responsive to a determination thata portion of the second set of sound data is indicative that a first oneof the second portion of the plurality of wheels is broken.
 8. Thesystem of claim 7, wherein the first sensor device and the second sensordevice are in wireless communication with each other, form a portion ofa mesh wireless network, or both.
 9. The system of claim 7, wherein thefirst sensor device and the second sensor device are communicativelyconnected with a master controller located within a lead locomotive ofthe train such that the master controller is configured to receive thefirst broken wheel signal and the second broken wheel signal.
 10. Thesystem of claim 9, responsive to the master controller receiving thefirst broken wheel signal or the second broken wheel signal, the mastercontroller is configured to issue an alert.
 11. The system of claim 10,wherein the issuance of the alert includes a display of an alert messageon a display device, an audio message played on a speaker, a soundplayed on the speaker, a flashing light, or any combination thereof. 12.The system of claim 10, wherein the alert is indicative that one or moreof the plurality of wheels is (i) broken, (ii) about to break, (iii)needs further analysis, (iv) needs servicing, or (v) any combinationthereof.
 13. The system of claim 7, wherein the first sensor device andthe second sensor device are configured to continuously monitor thesounds emanating from the first and second portions of the plurality ofwheels as the train moves along the track.
 14. The system of claim 7,further comprising a timing synchronization unit configured tocommunicate periodic impacts sensed by the first sensor device and thesecond sensor device to determine a location of the periodic impactwithin the train.
 15. The system of claim 7, further comprising a filterconfigured to aid in distinguishing pre-existing periodic sounds fromsounds associated with broken wheels.
 16. A sensor device comprising: anaudio sensor configured to be mounted on a railroad vehicle, the audiosensor being configured to (i) monitor sounds emanating from one or morecomponents of the railroad vehicle as the railroad vehicle moves along atrack and (ii) generate sound data associated with the monitored soundsemanating from the one or more components; a CPU configured to:generate, based on audio signatures included in the sound data, filteredsound data, wherein portions of the sound data having audio signaturesassociated with non-anomaly sounds are removed from the filtered sounddata; compare the filtered sound data with known sounds to determine ifan anomaly sound is present within the generated sound data; and awireless communication module configured to transmit an anomaly signalresponsive to a determination that an anomaly sound is present withinthe generated sound data.
 17. The sensor device of claim 16, furthercomprising at least one accelerometer, a receiver, a timing device, orany combination thereof.
 18. The sensor device of claim 17, wherein thesensor device is configured to be magnetically attached to the railroadvehicle.
 19. The sensor device of claim 16, wherein the sensor device isconfigured to be attached to the railroad vehicle by plugging the sensordevice into a socket of the railroad vehicle.
 20. The sensor device ofclaim 16, further comprising an accelerometer configured to (i) monitorsecond sounds emanating from the one or more wheels of the railroadvehicle as the railroad vehicle moves along the track and (ii) generatesecond sound data associated with the monitored second sounds emanatingfrom the one or more wheels, wherein the monitored sounds of the audiosensor are in a first range of frequencies and the monitored secondsounds of the accelerometer are in a second range of frequencies. 21.The sensor device of claim 16, wherein the one or more components of therailroad vehicle include one or more wheels, one or more axles, one ormore bearings, one or more suspension components, one or more truckcomponents, one or more bogie components, or any combination thereof.22. The sensor device of claim 21, wherein the anomaly is a brokenwheel, a damaged wheel, a chipped wheel, a cracked wheel, a derailedwheel, a broken axle, a wheel flat, a pitted wheel, a damaged axel, abroken bearing, a damaged bearing, a broken suspension component, abroken truck component, a damaged truck component, a broken bogiecomponent, a damaged bogie component, or any combination thereof. 23.The sensor device of claim 22, wherein the transmitting the anomalysignal occurs only responsive to the anomaly being a broken wheel, adamaged wheel, a chipped wheel, a cracked wheel, a derailed wheel, abroken truck, a broken bearing, a damaged bearing, a damaged truck, abroken bogie, a damaged bogie, or any combination thereof.